Selective clutch transmission for multiple motor drives



July 26, 1938. J. A. SCOTT I SELECTIVE CLUTCH TRANSMISSION FOR MULTIPLE MOTOR DRIVES Filed Nov. '7, 1936 INVEN OR ATTORNEYS '?eterited July as, rose SELECTWE CLEJTCH TRANSMEISIN MULTIPLE T/IO'JTOR QRWES James A. Scott, Arcadia, fifths to 5. W. Nowhn, one-fifth to Edward Fla, assignor or two- Taliahassee, Fla, and Daviw, Tampa, Fla.

Application November i, lose, serial No. leaves 3 (Claims.

My invention relates to a novel selective transmission whereby two prime movers may be so coupled to a-driven or work shaft thatv either may drive it and the other prime mover.

My invention further contemplates that one of the prime movers may he an electric motor and the other prime mover an engine preferably of the internal combustion type with the rotor of the electric motor, if desired, so connected as to function as a fly wheel for the engine. With such a combination of elements the engine may be utilized to drive the power shaft and, if desired, also the electric unit as a generator'for the production of electric current for various purposes or, conversely, the electric unit as a motor may be couplied to the work shaft alone to drive it or to the work shaft and the internal combustion engine to start it and then may be wholly disconnected therefrom and from the work shaft or left with its rotor connected so as to function as a fly Wheel for the engine.

My method of selective coupling of a pl urality of motors to a comon work shaft has many important and advantageous applications, as for instance the work shaft may drive a pump and either of the prime movers can thus serve as the standby or emergency pump drive, eliminating the space and cost of an extra emergency pump set; when the internal combustion engine is used as the driving unit the rotor of the motor generator may he left connected to serve as its iiv wheel or the electric unit can be driven so as to generate current either for charging its starting batteries or for lighting the plant or other purposes; when the power drive is applied for the propulsion of motor boats or vessels the electric unit, used as a starter, can be coupled to the engine shaft to start it and, in the event of failure of the latter, to serve as an emergency drive with the engine disconnected; and finally it is possible, if both prime movers are adapted to operate the drive shaft with the same R. P. M, to couple both thereto iorjoint service, should occasion demand. it will be understood that the foregoing are merely examples illustrative of the flexibility and advantages of my selective multiple motor control.

My invention further comprises the novel details of construction and arrangements of parts which, in their preferred embodiment only, are illustrated in the accopanmying drawing which forms a part of this specification, and in which:

Fig. 1 shows my improved selective clutch trans mission in vertical central cross section with the electric unit indicated in dotted outline and the internal congbustion engine shown frag- ('Cl. ta -sec) mentally, the detailed structure of neither motor entering essentially into the novelty of my inventlon;

Fig. 2 is a half cross section taken on the line iIH of Fig. l; and

Rig. 3 is a detail of the sleeve loci; for the mul tinle clutch sleeve shifting mechanisll According to the embodiment of my invention illustrated, I show as one prime mover an engine it which may he an ordinary internal conrbmtion gasoline distillate or other motor or a Diesel engine of any standard type. 1 illustrate at it in dotted outline an electric unit adapted to function as a motor or generator having its rotor element (not shown) mounted upon the central sleeve i2 which is formed with an internal annular series of axially elongated clutch teeth til at its'end toward the engine iii.

This sleeve 42 turns in suitable hearings, formally shown, interposed foetween it and the stator of the electric unit which comprises the irameel inents it. A head is mounted at one end of the electric unit frame and comprises a hearing of any suitable character for the driven or work shaft 5 6 which protects thercthrough into the sleeve 02 and is mounted to slide in a hearing formed at the left hand end of the multiple clutch sleeve it. The reduced inner end ill of the shaft projects into an annular recess i d suitably formed in said sleeve and has mounted fast thereon an elongated clutch sleeve 2E3 provided with an external annular series of clutch teeth it which extend its full length, the sleeve being held in place on the shaft by a nut and washer assembly screwed on the threaded end of the shaft.

The multiple clutch sleeve it has an internal annular series of teeth 22 adapted to interfit, tree to slide axially between the clutch teeth ii. The teeth 22 are shown formed integrally in the sleeve but they may he provided therein in any other practical way.

The multiple clutch sleeve it? also carries an external annular set of clutch teeth 23 which have about one-helf the length or the teeth it and are adapted to slidably and snugly same.

Near the right hand end oi the multiple clutch ii, I provide an external annular rib or shoulder 24 adapted to he engaged in a complementai internal recess provided in a two part shifting collar 25; the elements of which are bolted together about the multiple clutch sleeve 5'! in position to present the-teeth of a rack it on the collar so that they will mesh with the teeth of a gear 2'5 keyed on a controller shaft for shifting the interfit between ,gated clutch teeth 33.

collar, and with it the multiple clutch sleeve if, to adjust the latter to the desired one of its several operating positions. The shaft 23 is suitably mounted in 'a housing 23 bolted to the right hand end of the electric unit frame and provided with an end plate 30 formed with a central aperture for the passage of the drive shaft 3| of the engine Hi. This shaft may have any suitable bearings which need not be shown in detail.

The shaft 3i projects into the recess is in the multiple clutch sleeve Ill and is there reduced to receive a clutch sleeve 32 fast thereon and having an external annular set of axially elon- In a seat counterbored at the right hand end of the recess l9 in the multiple clutch sleeve ll I mount fast a ring 36 havng an internal annular set of clutch teeth 35 adapted to slidably engage between the teeth 33 on the clutch sleeve 32, the teeth 35, in the position of the multiple clutch sleeve l'l shown in the drawing, being disengaged from the clutch sleeve 32.

The housing 29 is provided with a demountable cover 36 over an inspection opening 31 provided to give access to the shifting collar. The bearing between the shifting collar 25 and the sleeve l1, and also the clutch elements within the collar ii, are adapted to be lubricated through greasing ports by a connection 38 from a grease cup or other source of lubricant, suitable marks, not shown, being provided on the collar 25 and sleeve H to indicate when their greasing ports are in register. The control shaft 28 is provided with an external handwheel 4'! which can be turned with reference to suitable indicators, not shown, provided therefor on the housing so as to set the multiple clutch sleeve I! in any one of its three operating positions indicated, one position being the full line position shown in the drawing, and the other two positions being those represented by dotted line indications'A and B.which represent the positions assumed by the left hand end of the multiple clutch sleeve I! in different working positions.

- It is desirable to provide conveniently accessible external means for locking the multiple clutch sleeve H in the selected operating position, and to this end one end of the shaft 23 iscaused to project outwardly through a smooth bore in the boss d2 which forms its bearing support in the housing 23, as is shown more clearly in Fig. 3. The exposed end of the shaft 28 is threaded, the threads extending a fraction of an inch into the boss bore. The hand wheel ll is made fast on the outer end of shaft 28 by means of a key, pin or like fastening. A look wheel 33 is mounted in threaded engagement on the shaft 28 between the wheel M and the boss 42 and is adapted to take a bearing against the outer end of the boss 12. The shaft 28 has fast thereon a sleeve or collar M formed with a radial lug 45 adapted to be received in any one of three complemental grooves 46 in the seat element which the collar is adapted.

loosening the jam nut I provide for the shaft 2c to slide to the right far enough to permit the lug 46 and the shaft turned to bring the lug into register with another groove 46. After resetting the lug in the desired groove, the lock nut 53 is again screwed up tight against boss 82, drawing the collar 44' tightly against its seat and holding it, by means of the interlocked lug and groove, in stationary position. Since the collar 25 is held stationary by the engagement of its rack teeth 26 with the teeth of gear 21, the slight axial shift given the shaft 28 to effect the disengagement of the lug and groove will not shiftthe teeth on gear 2? out of mesh with the rack teeth 23. Any suitable indicators or markers may be provided, as above referred to, to enable an operator to readily turn the wheel 41 to the desired position to bring the lug 55 on collar Q4 opposite the desired groove 46. It will be understood that any other suitable means for clamping or efiectually locking the collar 25, and through it sleeve ll, selectively in the desired operating positions may Any suitable design of clutch elements, preferably an annular series, is provided to afford a powerful transmission. The electric unit Il may be of any standard construction according to the duty required of it, and the engine it may be any suitable prime mover.

For the purpose of illustrating the adaptability of the electric unit to the uses aforesaid, I have shown circuits 39 leading therefrom to a battery 30, and power consuming circuits til leading therefrom for lighting, or other power purposes.

Having thus described in a general way the organization of my multiple clutch selective control and, it being understood that the driven or work shaft i6 is that which drives the pump or other power consuming unit, the operation is as follows.

With the multiple clutch sleeve I! in its extreme position to the right, the driving shaft 3| of the engine ID is disconnected from the teeth 35 and, therefore, from the sleeve ll, leaving the engine in an idling status and the electric unit above coupled up through its sleeve l2, clutch teeth 03, 23, 22, 2t and sleeve IT to the power consuming shaft it which is thus driven by the electric unit ll and is entirely disconnected from the engine ill.

'By setting wheel 41, in the manner above described, in its intermediate position the multiple clutch sleeve i! will be shifted to the position indicated at A, the clutch teeth l3 and 23, and 2! and 22 remain engaged and the clutch teeth 35 are brought into engagement between the teeth 33, whereupon through the multiple clutch sleeve ll both prime movers ill and l I are connected together and to the power consuming shaft it. Under such conditions, assuming the electric unit H is connected up to the battery fill or other source of current to function as a motor it may, if synchronized with engine I0, cooperate therewith in driving shaft l6, but if its rotor is driven three operating posiby the engine l it may serve as a generator to supply current to battery 40, and if desired to light circuit 4|, suitable switches and rheostats being provided to control these circuits. When the electric unit I I is not functioning as a motor, its rotor will function as a fly wheel when the shaft i6 is driven by the engine l0. But when the electric unit I I is functioning as a motor with the engine l0 standing still, the electric unit may be used to turn over the engine shaft 3| and start up the engine l0, which is of importance when the latter is of the internal combustion type.

By setting the hand wheel 41 in its third position, the multiple clutch sleeve I! will be shifted to the position indicated at B, and the clutch teeth 2i and 22, 35 and 33 remain engaged, but the clutch teeth 23 will pass out of mesh with the clutch teeth l3, thus leaving the electric unit in idling status and coupling the power consuming shaft only to the engine i0.

The apparatus is simple, compact, and inexpensive to manufacture and the transmission being through sleeves with spline couplings instead of gears, the wear will be nominal. The elements 30 and 34 are made removable to give convenient access to the parts withinthe sleeve l7, and the elements therein are capable of ready disassemblage.

While I have shown my invention in but one form, it will be obvious to those skilled in the art I that it is not so limited, but is susceptible of various changes and modifications, without departing from the spirit thereof, and I desire, there fore, that only such limitations shall be placed thereupon as are imposed by the prior art or as are specifically set forth in the appended claims.

What I claim is: i 1. In a selective multiple motor drive, a transmission sleeve having a plurality of sets of external and internal clutch splines, a work shaft having splines clutched to one set thereof, a prime mover, a sleeve driven by said prime mover and adapted to telescope over said transmission sleeve and having a set of internal clutch splines disposed to he engaged with and disengaged from an external set of clutch splines on said transmission sleeve, a second prime mover and a clutch driven thereby in telescoping relation with said transmission'sleeve and having a set of spline teeth disposed to be engaged with and disengaged from a set of splines on said. transmission sleeve, and

means to shift said latter sleeve to selectively clutch it to either or both prime movers, the set of clutch splines on the transmission sleeve being all of equal length and axially disposed and cooperating with splines varying in lengths in different sets to permit either prime mover to remain clutched to the transmission sleeve in a plurality of its operating positions.

2. In combination, an internal driven sleeve having an internal set of clutch splines, a transmission sleeve slidable axially within said driven sleeve and having an external set of clutch splines movable into and out of engagement with the clutch splines on said driven sleeve, a shaft telescoped into said transmission sleeve, a clutch element on said shaft having external splines, internal splines on said transmission sleeve with which said splines on the clutch element engage throughout the operating positions of said transmission sleeve, a second shaft having a splined clutch element thereon,'a second set of internal clutch splines in said transmission sleeve movable into and out of engagement with the splined clutch element on said second shaft, the coacting splines of all sets being parallel and those coacting sets that are adapted to couple said shafts to said transmission sleeve comprising relatively long and short splines which in each pair of coacting sets are adapted to become disengaged in one operating position of said transmission sleeve, and means to shift and set said latter sleeve in its different operating positions.

3. In a selective transmission, a driven shaft, a prime mover having a driven element surrounding the driven shaft, a transmission sleeve telescoped within said driven element and splined to the driven shaft in all operating positions, splines on the transmission sleeve and the driven element respectively adapted to connect the prime mover to the transmission sleeve, a second prime mover having a driving shaft extending into the transmission sleeve in alinement with the driven shaft, spline clutch elements carried by the driving shaft, spline clutch elements carried by the transmission sleeve and adapted to be engaged with the clutch elements on the driving shaft, and means to shift the transmission sleeve selectively to connect either or both prime movers to the driven shaft through the transmission sleeve.

JAMES A. SCOTT. 

